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CAL 2-46 DIMENSIONS

L.O.A. Beam Displacement

L.W.L. Draft

Ballast Sail Area

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45'6" 12'6" 15 Tons

37'6" 5'0" 8,000 784 Sq. ft. (Sloop) 864 Sq. ft. (Ketch)

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CAL 2-46

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ENGINE ROOM MEC HANI CAL AREA

~L' I r;;""""'71 SEAT HATCH' I ENGIN E AOOM :

"'CCESS~

9" LOUNGE

STORA GE UNOER

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ENGINE ROOM

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PASSAG E

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ENGI NE ROOM M EC IoI AI'IIIC AL AREA

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Je11Se11 marine .235 fiSCHER STRHT COSTA MESA CALI f 92627

BOUNDARY ROAD MARL DORO NE W .If RSE Y 07 !~"

@/€ /<S !@ 0 '<8 '0 @ @@ crE4b

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JelIel marile SUBSIDIARY OF BANGOR PUNTA QrERATIONS. INC.

235 FISHER STREET / COSTA MESA, CALIFORNIA 92627

~ JENSEN MARINE WARRANTY

Jensen Marine warrants each new product manufactured by it to be free from defects in material and workmanship under normal use and service for a period which shall expire on the sooner of 180 days after commissioning by the original retail pur­chaser, or one year after the date of shipment by Jensen Marine.

Jensen Marine makes NO WARRANTY, EXPRESS OR IMPLIED, OF MERCHANT­ABILITY, FITNESS OR OTHERWISE, as to the mast, as to any external finish applied to the product or any part thereof.

Jensen Marine makes NO WARRANTY, EXPRESS OR IMPLIED, OF MERCHANT­ABILITY, FITNESS OR OTHERWISE, as to engines, toilets, stoves, refrigerators, batteries, ignition, lighting devices, blowers, propellers (folding or otherwise), and/or other equipment or trade accessories manufactured by others. Jensen Marine will deliver to the original retail purchaser the warranties, if any, extended to Jensen Marine by other manufacturers.

Jensen Marine makes NO WARRANTY, EXPRESS OR IMPLIED, OF MERCHANT­ABILITY, FITNESS OR OTHERWISE, on each new product which is not operated or maintained in accordance with the Owner's Guide fur­nished with each new product, or as to any product or part there­of which has been subjected to misuse, negligent acts or omissions, or accident.

If within the foregoing time period it is established to Jensen Marine's satisfaction that the product, or any part thereof in­cluded in this warranty, is defective in material or workmanship under normal use and service, then the sole snd exclusive remedy and Jensen Marine's liability shall be, at Jensen Marine's sole option, the repairing of the defective product or part thereof, or the replacement of same by shipment to purchaser F.o.B. Jen­sen Marine's factory •

Defective parts or products to be repaired or replaced pursuant to this Warranty shall be returned by the purchaser to a Jensen Marine Dealer, or, if repair by a Dealer is determined by Jensen Marine to be impracticable, returned to Jensen Marine's factory. All such returns shall ba freight prepaid.

This writing contains the entire Agreement between Jensen Marine and the purchaser.

THERE ARE NO WARRANTIES, EXPRESS OR IMPLIED OF MERCHANTABILITY, FITNESS OR OTHERWISE WHICH ExTEND BEYOND THt FOREGOING WARRANTY.

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II.

GAL/CRUISING 2-~6 INDEX

TANKAGE . . . . . . . . . . . . . . . . . . . . . . Fuel •••• Fresh Water • • . . . . . . . . . . . . . . . . . . . . . .

SEA COCKS Forward Head • • • • • • • • • • • • • • • • • • • • • • • • Engille Room • • • • • • • • • • • • • • • • • • • • Aft Head • • • • • • • • • • • • • • • • • • • • • • • • • • Lazerette •• • • • • • • • • • • • • • • • • • • • • .

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IV. ELECTRICAL SYST»! Battery Condition Indicator •••••••••• Operation of Circuit Breaker Electrical System •

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Page

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1 1 2 2 2

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2 3 L

V. GALLBI 5 Mechanical Refrigeration and Freezer • • • • • • • • • • • • •• 5

VI. HEAns

VII. ENGINE

Vlll. SPARS, RIGGING AND HA.RIMARE Mast Tune ••• • • • • • • • • • • • • Spars ••.••.• • • . • . • • . Rigging .• • • • • • • • • • • • • • • Hardware . • • • • • • • • • • • • • • •

IX. SAILS

I. FIBERGLA.SS SURFACES

XI. I«>OD SURFACES

APPENDIX

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OWNER'S GUIDE - CAL/CRUISING 2-46

Welcome into the fast-growing owner's group of Jensen Fiberglass Yachts! Your CAL/CRUISING 2-46 has been carefully engineered and built to require a minimU!Tl of maintenance and a maximum of sailing and powering pleasure. To insure this, the following is a description of the oyerational checks and tasks normally delt with by the owner to maintain his CAL/CRUISING 2-46. Each individual owner should also be aware of the operational and maintenance re­quirements of any optional equipment that has been installed as that information may not be contained in this Guide •

Let's become acquainted with these various operations by preparing a standard CAL/CRUISING 2-46 for a day's outing and discuss the maintenance routine which you should follow. It is good practice to close the fuel shut-off valves and all sea cocks when leaving your boat, especially for extended periods of time. The "coming on board" and the opening of these fittings starts our "Sailing Check-off List. "

I. TANKAGE

A. FUEL

II.

The two 135 gallon 10 gauge steel DIESEL FUEL TANKS are located under the main cabin sole with their tank fills on ~eck, port and starboard, and their vents directly above on the cabin side. The Fuel Shut-off Valves are on the forward engine room bulkhead along with their respective capacity gaui8s. When not operating the engine, these valves should remain CLOSED.

B. FRESH WATER

Two 85 gallon stainless steel Fresh Water Tanks are also located under the main cabin sole with their tank fills and vents adjacent to the fuel tanks. The valves for these tanks are in a compartment on the forward engine room bulkhead along with their respective capacity gauges. If the optional 50 gallon fresh water tanks have been mounted, they will be forward of the diesel fuel tanks but their valves will also be here.

SEA COCKS 'tJ.'.;,£ .. t.

All below water line through hull fittings, except the optional speed indicator, are equipped with bronze ..... Avalves. When the optional equipment is added, there could be a total of 9, so it is vital that you know the location of these valves. Gate valves OPEN by turning COUNTER-CLOCKWISE and CLOSE in a CLOCKWISE direction. It is a good idea when you open any gate valve to then close it a quarter turn. In this way, anyone can im­mediately tell if a valve is open or not. Open valves are sometimes broken by someone tr,ying to pr.y them further open, thinking they are closed. FollOWing is the location and function of the 9 gate valves.

A. FORWARD HEAD, 4 valves

All of these valves are located in the locker directly under the lavator.y with the follOWing functions:

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CAL/CRUISING 2-46

1. 1 1/4" valve for Marine Toilet Discharge -2. 3/4" valve for Lavatory and Galley Sink Drain] 3. 1/2: ~alve forMar~ne Toile~ Water Intake 4. l/~ 16va.~ Wa~p

B. ENGINE ROOM, j. val ve5 1/ z.." 13#(.(" ;tnt.. v IS reJ (;.~A/G R~rOIi:

1. 1/2" valve to port of engine for Sea Cooling Water ~J4 vr;k'/j/e - l;re~F?Ic;.ERA""I'()A/ /PHP /Y//f ?t?N'O/T/O;Y/If/<:;..

C. AFT HEAD, 3 valves

As with the forward head, all of these valves are located in the locker under the lava tory with the following functions •

1. 1 1/4" valve for Marine Toilet Discharge 2. 3/4" valve for Lavatory Drain )."'17 C-lfllEI' r;/NI)

3. 1/211 valve for Marine Toilet Intake If""!) vvltSlf!»WN p",P

D. LAZERETTE, 1 valve

1. 2 1/2" valve on transom for Engine Exhaust

Please note that the OPTIONAL SPEED INDICATOR THRU-HULL is located in the main cabin bilge trap and is the only below water thru-hull without a ~ valve.

III. PWMBING

Closely related to the sea-cocks is the general plumbing system of your CAL/CRUISING 2-46. It is important to note that BOTH the SHOWER and ICE BOX drain into the bilge. The optional pA-R Automatic Electric Bilge Pump is mounted in the engine room and exhausts out through the boot top on the port side. Note that BOTH the cockpit drains also discharge here and, since they are above the water line, are not equipped with gate valves. While on the subject of water in the bilge, you should also expect some water to seep in thru the Propeller Shaft Packing Gland. The best place to sound the bilge is in the engine room, below the engine gear box, where the pick up for the electric bUge pump is also found.

The Hot and Cold Pressure Water System is operated by a P~ self-priming pump that is equipped with an automatic low-water cut-off. This hot water system is operated either by running the diesel engine or on the 110 volt A.C. Shore Power. DO NOT TURN THIS SYSTm4: ON UNLESS THERE IS WATER IN THE

• SYSTEM AS THE HEATING ELEMENT WILL BE BURNED OUT IF THE TANK IS EMPTY.

.. I V • ELECTRICAL SYSTEM

I t is important to remember that your BASIC CIRCUIT BREAKER ELECTRICAL SYSTEM may be altered to conform to the electrical requirements of your additional optional accessories. In the event you make any electrical modifications to your CAL/CRUISING 2-46 be sure that you follow the WIRING DIAGRAM or consult a competent MARINE ELECTRICIAN. Boat wiring is con­siderably different from house wiring due to the marine environment and other conditions not associated with houses.

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GAL/CRUISING 2-46

The Master Power Control Panel features integrated, simplified controls and circuit breaker protection to permit safe and efficient operation of your boat's electrical equipment. All panel components have been carefully selected for their proven performance in marine applications. The baSic panel is of a metal alloy which is inherently corrosion resistant and is doubly protected to optimize resistance to the effects of the marine envir­onment. A one year warranty will be validated by Marinetics Corporation, P.O. Box 1015, Newport Beach, Calif. 92663, if the enclosed warranty re­gistration form is submitted within 30 days from the date of commissioning •

~/I. () It 1'1(- ~1Z 1JArV1:.5 Electrical current is directed from two 12 volt, ~ batter~ythrough

the Master Power Control Panel for engine starting, battery charging, and accessory loads.

Since the GAL/CRUISING 2-46 is designed to do considerable cruising and "living aboard" an optional 208 amp battery may be added to meet these additional electrical requirements. Panel selection of "BAT 1" or "BAT 2" determines which of the two battery sets will be utilized for engine starting and subsequent charging. Before activating the electrical system, use the Battery Condition Indicator to ascertain the condition of your batteries.

A. BATl'ERY CONDITION INDICATOR

This type of "indicator" or "meter" is technically referred to as a "Suppressed Zero Voltmeter". Note that calibrations do not start at zero but provide a full scale reading from 8 to 10 or 16 volts, depending on the meter. Below 8 to 10 volts the battery charge is so low that terminal voltage readings are meaningless. Approximate voltage range interpretations are as follows:

Engine Not Running or at Idle

Engine Running Above Idle

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Below II - - - - - - Very low battery charge 11 - 12 - - - - - - Low battery charge 12 - 13 - - - - - - Well charged battery - - - - - - - - -- - - - - - - - - - - - - - - -

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13 to 13* - - - - - Low charge rate 131 to l5t - - - - - Alternator & Voltage Regulator OK 15i or above - - - - Voltage Regulator out of Adjustment

It is iaportant for you to understand that the reading on the Battery Condition Indicator Dial is indexed from the TOGGLE TEST SWITCH POSITION REGlRDLISS OF THE MASTER SWITCH POSITION unless it is in the "BOTH" position • When the Master Switch is in the "BOTH" position then the Battery Condition Indicator Dial wUl indicate BOTH BATTERY CONDITIONS NO MATTER WHICH WAY THE TOGGLE TEST SWITCH IS INDEXED. When the Master Switch is in either the "OFF", "BAT 1" or "BAT 2" pOSitions, the _ter will read the condition of the battery TCJWA.RnS which you index the Toggle Test Switch. Note that panel and meter illumination is also provided bY' this same Toggle Test Switch.

Before activating the electrical ,sY'stem, check the condition of both battery sets and then select the STROl«lEST BATTERY FOR ENGINE STARTING.

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CAL/CRUISING 2-46

Index the Master Switch to the strong battery and then start your engine. It will usually require about 15 to )0 minutes of engine running time to bring the starting battery back up to charge. Check the anuneter to assure that charging is normal and when the selected starting battery has been restored it is placed on reserve by switching to the other battery so sub­sequent charging and accessory loads will be confined to this second battery. IT IS A GOOD PRACTICE TO BRIt«} THE FIRST SELECTED BATTERY UP TO FULL CHARGE BEFORE PUTTING IT ON RESERVE AND CHANGING TO THE SECOND BATTERY.

Use the Master Switch in "BOTH" position ONLY for emergency starting when both batteries are low, or for "top off" charging when both batteries are near full charge. When both batteries are canpletely charged, transfer to either battery, keeping one battery always in reserve. This is especially important when you realize that there is no way to start your engine with a dead battery, like pushing a car when you're in the same predicament!!

NEVER MOVE THE MASTER SWITCH TO "OFF" WHILE THE ENGINE IS RUNNING OR THE ALTERNATOR DIODES MAY BE BURNED OUT.

B. OPERATION OF CIRCUIT BREAKER ELECTRICAL SYSTEM

Accessory loads may be selected as desired by indexing the appropriate panel breakers "ON" so current may flow from the switched battery to the accessory. A branch circuit overload will cause the accessory circuit breaker to "trip", i.e., the breaker will autanatically open the circuit and its handle will flip to the "OFF" position. After correction of the fault, the breaker may be manually indexed "ON".

The RUNNING LIGHTS switch activates the red and green lensed lights forward and the white, 12 point stern light aft. The COMPASS LIGHT connection for the cockpit is also on this switch. When under sail at night, these are the only lights that should be shown, except for the shining.of a white light on the sails if you feel there is a real need for greater recognition.

The WHITE STERN LIGHT takes a GE-68 type bulb while a GE-90 bulb should be used for the RED PORT LIGHT and a GE-94 bulb for the GREEN STARBOARD LIGHT. It is important that a stronger bulb be used with the darker lenses or visibility of the lights will be considerably less that the required one mile.

The BOW LIGHT sn tch is for the 20 point whi te light on the mast and is to be used in cOnjunction with the running lights WHEN UNDER POWER OR WHEN MOTOR SAILING. It also serves as a quick way of illuminating the jib at night to check its trim and in emergency cases when recognition is important. This light will use a GE-68 bulb if replacement is necessary •

The cabin lights have their own individual switches, but must be activated by the CABIN LIGHT switch on the Master Power Control Panel. If the cabin lights start getting dia, this is fair warning that the battery needs a charge or is getting old. Be_.ber that you have an automotive type battery whose charge and water level IllU8t be checked at least once a month. If your boat is to be unused or stored for extended periods of time it is advisable to re­move the batterr (s) and store in a varll, dry location.

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CAL/CRUISlIG 2-46

Periodically check all wires, connections, and terminals for loose connections which mAl cause electric sparks or power loss. This is es­pecially 11Iportant with the engine wires. When leaving the boa t, FIRST TURN OFF THE DOIHE, THEN INDEX THI MASTER SWITCH TO OFF.

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The Water S1St. and Sink Drain haft been covered earlier. Mention was a180 _de tbJIt the 100 pound Ice Box drains into the bilge. Ope:sMiug-

'" inatnletione-lw-the- optioad--3--bumer-· Preanre ..... lcobol· StOfe"COM""""1ftt1f the atove 'nit a tn addj tioul .pe1ftta-are--important.

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2 sallon Presaure Tank is in the locker just forward of the stove. When lling this tank, please observe the following BEFORE removing the stopper:

"'-, 1. All bu~s are OFF ..,r/'·

2. Main IlCO~-oft ""lve on top of pre~~'9"~;/1a CLOSED.

3. Tank pressure is ZD(h Remove Sto~:/ , /~~

4. Fill the tank three-qua~~ 'l'~l to allow for air pressure. " "'-

5. Replace stopper ,..!._.'8~ d~t. 6. IxperieDC~ShOWn that 5 pounds"'o~tank pressure is more than

ad~,ati and imposes less strain on the ittings than the re­~nded 10 pounds.

Following is a description of the optional mechanical installed bJ the factory.

MECIWlICAL REFRIGERATION j.HI) FREEZER (Mechanicold)

rigeration system

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~Chan1Cal refrigeration and freezer in this applica on is defined

a. a run ott tbe engine. The teaperature is re d manually, but there a tMraoatat to prevent the refrigerator CIIl becoming too cold. When ei tber ~friaerator or freezer becOl18 va the engine is started aDd the 878tea nitclled on and run until tbe fre r becCllles cold. The run-n1Dc tiM w111 va1'7, ~nd1nl on how long t ra ture is maintained in the freezer. '- , "',

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" The qetea 18 composed of the 1"0_ .... ___ components, which are also alphabetically indexed in the dia~<~~Appendix.

~ .. A. The cGlllpreaaor is a two C7 der auta.oti v.'1i.!" conditioning type, mounted

on the engine. The c ssor pulle7 has a 12 t electric clutch and is clri ftn by tvo V be otf all auxillary pulley on e engine. Bel t tension is recuJ,a by adjueting the co.pressor or adj an idler pulley.

B. The condenae s plUllbeci into the engine raw water cooling Systell b8fore the vater tars the enline (or the beat exchanpr in the CBse of a fresh water c ad engine).

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ClL/CRU1SINl 2-46

VI.

c~\ The Rec.iTer incorporates a built-in drier and a sight glass to permit ~hecldng the amount of refrigerant. /

D. T~ExpaDs10n Valves control the flow of refrigerant into t E .... porators.

E. The E~porator consists of tubing coils in an eutetic so ·001.1- '~old plates.

F. The Therm~-ters are mounted in a position so they n be easily observed and the ;l:;;nt bulb in the box is about mid-heigh •

\ G. A Switch to cdrltrol the electric clutch may inc orate a red light to

show when the switch is on. /

H. A High Pressure '~ut-off switch is provided 'disconnect the electric clutch if the system pressure becomes too~igh, usually due to lack of cooling water. /

Conventional refrigera~on. tubing and ~ttingS are used with refrigerant hose between the compressor\and the re~l~f the system to absorb vibration.

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The operation of the Syste~\d tJx' function of the components is as follows: /

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The refrigerant is piped ~o t e~xpansion valves (D) from the receiver (C) as a liquid and the amount of ow i~ regulated by the telllperature of its thermal bulb (F) attached to e outl~t line of the evaporators. In the evaporators (I), the refrige, nt picks\up heat and is changed to a gas. The gas is piped to the compres~or (A) wher~ it is changed from a gas at low pressure to a gas a t high "pressure. Thi~ high pressure gas is piped to a condenser (B) where the peat is 'taken out ~ the engine raw water. This changes the gas to~ ai uid which is piped ~ the receiver (C) and the cycle continues. No ad.jus nts are required, simpq run the compressor (A) long enough to maintain e desired temperature. '\

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The High Press~e cut-off awi tch (H) is an exc~ent safety device, as it prevents damage ~QIl excessive pressure due to lack'\¢' cooling water. This can be the re~t of a clogged inlet line, the thru ~l water intake valve accidently lett closed, or being heeled over far enou~ for the water intake thru-hull to be out of the water. \

\ The reftigerator temperature control can be adjusted th prevent too low a

temperature in the box, which would freeze Ililk, vegetables, beer, etc. The Freezer /can be run as long as desired wi thout ill effects. ~is provides an

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exceUent way of _king ice cubes. ',. j .

.ad1tional information and replacement parts must be obtained ts:om the or,tg1nal manufacturer: Boat SpeCialists, Inc., 2439 West Coast Highway, lf6wport Beach, Ca. 92660. Phone 114/645-0901.

HEADS

Complete operating instructions for the Marine Toilets are on metal plates wbich may be mounted where desired. These plates along with additional in­structions and parts lists, bave been included.

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CA.L/CRUISIIIl 2-46

OON' T FORGET THE EARLIER TANKAGE AND SEA COCK INSTRUCTIONS.

VII. ENGINE

Operating procedure8 are well covered in the enclosed manual, however several important pOints should bere-emphasized:

A. Turn the Main Battery Switch, located on the Master Power Control Panel, to the position you have de8ignated 'as tile engine battery. When the engine is IDLING you may switch from one b~ttery position to the other for ch~rging • NiVER paS8 through the "OFF" position or the Alternator Diodes will be burned out. The "BOTH" position is used to start the engine when both batteries are low. When the engine is not running, use one of the batteries for ship's gear, thus saving the second one for starting the engine.

B. Prior to starting the engine, please check the following:

1. The engine is fresh water cooled through a salt water heat exchanger. It is extremely 1JIportant that the fresh water header tank be full to within an inch of the top and the cap on tight. .

For technical reasons, the choice of lubricating oil is more important in a Diesel than in a gasoline engine. Check the dip stick on the engine's port side. The oil must be drained every 50 hours and re­placed with 5 quarts of a "H.D." detergent oil. Also change the filter at this t:ille. "RPM DELO Multi-5ervice SAE-30" is used at the factory, but other approved oils are listed on Page 37 of the manual. The transmission bas one quart of "Chevron Automatic Transmission fluid- which should be changed after the fir8t 50 operating hours and evel'1 500 hour8 thereafter.

C. Place Shift lever, port side of Control Unit in NEUTRAL or the vertical position.

D. Pull out 1natrument knob to activate in8truments.

E. Water and Fuel ON? Exhaust Valve OPEN?

F. Push Starter Button. When engine starts:

1. Adjust Throttle, starboard lever on Control Unit, to Idling Speed of 700 RPM.

2. Check 011 pres8ure - 40 pounds •

3. Cooling system is operating only if water i8 coming out of Exhaust Outlet in transOJll. Engine operating temperature is 1700, •

4. If water doe8 not begin to flow out of the transom outlet within 3 or 4 minute8, STOP the engine and check water intake and exhaUlit gate valves.

5. If oU pre8Bure i8 low, STOP the engine and check oil level.

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CA.L/CRUISIIG 2-46

6. The Propeller Shaft Packing Gland, located under the AFT Cabin Sole, should be damp. Tighten the nuts snug enough to eliminate aq,y excess water drips.

Q. Run engine at idle when shifting into forward or reverse. At 2100 RPM the atL/CRUISING 2-46 will power around 8.2 knots using about 1.7 gallons of fuel per hour. In smooth water, higher speeds can be obtained with higher RPM's but fuel consumption will increase accordingly.

B. To Shut Down Engine:

1. Pull "KILL" Knob in instrument panel.

2. Push in Instrument Knob.

3. Close Fuel Valves and Gate Valves.

I. There are only two main reasons a Diesel engine will stop running. One, when the engine has run out of fuel or there is an air bubble in the fuel line j and two, if the engine bas overhea ted caUSing the engine to "freeze". If the water level is OK, and there is sufficient fuel (and fuel shut-off valves are open) the fuel system will have to be "bled". This can be done without the assistance of a mechanic and is explained in the Appendix.

With the engine running, your CAL/CRUISING 2-46 is ready to get underway. We should pause for a moment and look about the deck thus becoming acquainted with the sailing gear.

VIII. SPARS, RIGGIW AHD HARDWARE

It is !.possible to fully guaran~e the mast of your CAL/CRUISING 2-u6 under our current warranty program. Rigging as well as tuning becomes all iaportant when setting up the mast because of the light weight section we use. J. knowledgeable person should oversee the rigging and tuning so as to eliminate the possibility of an eccentric load which might occur with an improperly loaded shroud. Special attention should be given to the initial stretch of the uppers and a further gradual stretch of the wire over the first few hard 8ails.

A. MAST ruNE

The JJa8t should be set straight athwart-ships in the boat and have a slight rake aft. A straight mast can best be obtained by turnbuckle adjustment while sailing to windward in a , to 10 mph breeze. The head of the mast should NOT "hook" to windward. If not straight, it would be more desirable to have the head "fall-otf" slightly to leeward. This should give the mast a smooth, even curft froll head to deck. Sighting along the back of the mast on each tack, from deck level, will give a canparlson and indicate the necessary ad­jusi'.-nta.

For noraal cruising conditions, we recOllJll8nd a "firm" rig. Thus a dock­side starting point would have the heads tal' , backatay, Jdd-stay and uppers tight, the inter.diates not so tight and lovers fairly firm. low the back-. stay .. y be _de slightly tighter to "hook" the top of the mast aft. One

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CAL/CRUISING 2-46

should be able to stand facing the mast, reach out and pull on any stay and see the mast move in that direction. Try to get tension on both stays equal with about 1/2" to 2" of play on the uppers, 2" to 3" on the lowers and about 2- on the intermediates. The intennediates are set last and serve to balance the pull of the uppers and lowers.

A dascription of all standing and running rigging, if replacement is neceseary, can be found in the Appendix. FollOWing are sane maintenance tips which should be of value •

B. SPARS

The finish of natural aluminum is protected against corrosion by a thin, transparent film of aluminum oxide. Dust, dirt, smoke, salt and traffic fumes will adhere to this film, making the surface dull and unsightly. Coating the new surfaces with a good paste wax like Vista or Simonize, will help protect the aluminum oxide from foreign matter. If the surface has become tarnished, any high grade cleaner - wax - polish (Collinite #34 or #38 for example) will restore the original sheen. Heavier pitting can be removed by wet-sanding with IIfIJO paper prior to polishing and waxing. You need not worry about sanding, cleaning or polishing destroying the aluminum oxide fUm as it reforms or -beals" immediately.

If spars are black anodized, hose down portions subject to salt water spray after each sail.

~L.VMINVh The spreaders are of apNea and haft 'heft "a.de o Blitbhed. Beee1Hle ef

84 1) ahafe and weather, they ah8lllEi l!Ie la_eEl and l'e-v.udshed e,e17 "8ix months and the UpS re taped.

C. RIGGING

Clean rigging means clean saUs. A quick trip aloft with damp rags takes care of this problem. While aloft, check the entire rig for loose screws, nuts, bolta, cotter pins and chafe which may have resulted from hard sailing. Periodic inspection of the rig from aloft is your best insurance against rigging and spar failure. Keeping halyards tied away fran the mast stops the annoying dockside clanldng and saves the mast finish.

Salt water will gradually stiffen dacron line. HOSing with fresh water or soaking in warm soapy water will make the line soft and flexible again. Keep coiled and stowed in a dry spot below •

D. HARIWARE

Many materials are used, all of which clean well with fresh water and a chamois. Winches must be kept clean and well oiled (Lubriplate is excellent unless the manufacturer rec~nds otherwise) as do all turnbuckles, track slides, sbeaves and shackles. The cbrolll and stainless steel brighten up with the chamois while a good automotive chrome cleaner or mild kitchen abrasive like Comet takes care of the tarnished spots.

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CAL/CRUISIJI) 2-46

IX.

Keep all gear lubricated and in good working condition. Remember, the less an ite. is used, a turnbuckle, for example, the more apt it is to fr ••• e-up.

The _insail, with battens rellOved and outhaul slacked, is properly furled on the boom, under a cover. Headsails have been stripped of sheets, properly folded and are bagged below ready to be brought on deck. The dacron and ~lon sails do get wet and beCQ18 caked with salt. When they do, hose them orf with fresh water and dr,y thoroughly by hoisting them at the dock on a stUl, wara day •

Take care of your sails with periodic checks, especially spinnakers, for small tears and chafe. Hoisting and lowering sails, except spinnakers, while head-to-wind is good practice and easier on the sails.

X. FIBERGLASS SURFACES

Periodic application of Tide and fresh, warm water with deck brush and sponge followed b;y a good hosing and chamois will do the cleaning job. If the glos. dulls or fades, wax the smooth surfaces with Vista or Megu1ar's Mirror Glase paste wax. Surfaces that have started to oxidize can be brought back with Maguiar's Fiberglass Boat Cleaner or DuPont White N7 Polishing CoapolUld. Wax the hull with a power burfer and paste wax once a year. The non-skid surfaces can be brought back to life with a lather of Tide or Mr. Clean. Be sure to follow up with lots of' fresh water to avoid streaks on the topsides.

Avoid anT metal filings on the fiberglass surfaces as they will leave rust spots. These spots can be removed with oxalic acid or Teak-Brite but first test a amall area against bleaching out the surface color.

XI. WOOD SURFACES

All of the exterior is teak which is weather resistant due to its natural oils. Teak does fade to a· dull gray, which, it objectionable, can be scrubbed clean with "Teak-Brite." Teak's natural color and texture can be preserved by applications of Weldwood's "Woodlife" or similar sealers. Teak, when well varn1shed,produces the ult1.Jll8te in a yacht wood finish but requires constant loving care!

All below deck teak surtaces are finished with a sealer. Treat all the I18tarials used below deck as a home interior. Air is a wonderful cleaner: bring the vacuum cleaner aboard and always keep the boat well ventilated, especiall7 the bUge and lockers.

Jensen Marine's interest in both custClD.8r and product continues long after you have cOllllis.ioned 1'O'lr CAL/CRUISING 2-46. Within limits of our speCifications, the cOl1lpaDT'. Parte Depsrtment is ready to serve your nearest dealer quickly and efficiently. All replaceJllent parts or accessories are delivered through your dealer. He must have detailed information trom you to be certain we send the parts requested.

-10-

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•

..

CAL/CRUISING 2-46

Addi tional sailing and maintenance tips can be found in various boating publicationa. Yachting' a Annual Maintenance Issue in April is an excellent starting pOint.

This brings us to the end of our "Sailing Check-List" and leaves only the securing of your CAL/CRUISING 2-46. If we ran the list in reverse, adding only one item, your CAL/CRUISING 2-46 will be ready for the next sail. This one important item is a GOOD HOSING. Nothing keeps a boat better than fresh water and the chamois. Use plenty of pressure, espe cially in the cockpit scuppers. non-skid areas and metal surfaces. Turn to with sponge and chamois and you will be rewarded with a sharp, sparkling yacht that is only matched by its comparable performance •

Good Luck and Happy Sailing

JENSEN MARINE

-11-

•

•

•

ST AR11NG TIlE ENGINE-D. I

STARTING THE ENGINE (D) Preparadon for StartInc.

Check the header tank water level when fitted. Check the engine sump oil level. See that there is fuel oil in the tank.

Check that the starter battery is fully charged and that all electrical connections are properly made and all circuits are in order.

Check that sea cock is open. when fitted.

Lubrka .... 00. During the normal winter period, a lubricating

oil of S.A.E. lOW viscosity of high detergency conforming to MIL/L/2104A or OEF/210~B specification should be used. For approved Oils. see appendix.

PrimIIIa tile Fuel S,.tem. In the case of a new engine or an engine which

has been standing idle for any length of time. it is the fuel system be .. bled." A

Pltl5lP./NiUI is shown in Fig. 0.1.

":'$,lfSu:m, proceed as follows :­vent screw (A) on the top of

housing.

5llCktID one of the two hydraulic head locking "_ws (B) on the side of the pump body.

, Unscrew, by two or three turns, the vent plug (C) on the top of the filter cover (not the return pipe to the tank).

Operate the priming lever of the feed pump, and when fuel, free from air bubbles. issues from each

Fia.O.l.

venting point. tighten the screws in the following order :-

I, Filter cover vent screw (C). 2. Head locking screw (B). 3. Governor vent screw (A). Slacken the pipe union nut (0) at the pump

inlet. operate the priming device and retighten when oil. free from air bubbles. issues from around the threads .

Slacken the unions at the atomiser ends of two of the high pressure pipes.

Set the throttle at the fully open position and ensure that the .. stop" control is in the .. run .. position.

Turn the engine until fuel oil, free from air bubbles. issues from both fuel pipes.

Tighten the unions on the fuel pipes. and the engine is ready for starting.

It should be noted that if the cam on the cam· shaft driving the fuel lift pump is on maximum lift. then it will not be possible to operate the hand primer. If such a condition arises. then the engine should be turned until the hand primer can be operated.

Starting the E ...... If the'engine is warm and has only been stopped

for a little while. place the throttle in the fully ." open position and engage the starter motor by '~ turning the starter switch in a clockwise direction.~.;;~' (See Fig. 0.2). ,

If the battery is well up. enough to turn the starter motor quickly. the engine should start.

1. Fuel Tank. 2. Fuel Lift Pump. 3. Fuel Filter. 4. Fuel Pump. S. Atomisen. 6. Cold Start Fuel Reservoir . 7. Cold Start Aid.

~i ,.: .,; , .

I '" . ' '' , ....... .

'·4 ~ .. ; ; .. '. "

•

•

I)

•

HULLS #1 - 4

l"Headstay 1 Backsta 2 Main upper 2 Main lower 2 Lower 1 ay

lntermediate

HULLS #6 and up

1 Headstay

1 Backstay 2 Main upper 2 Main lower

2 Lower

1 Midstay

2 Intermediates

HULLS #1 - 4

1 adstay 1 Bac ay 2 Main upp 2 Main Lower 2 Lower 1 Midstay 2 Intermediates

2 Mizzen foresta 2 Mizzen uppe 2 Mizzen ers 1 Mi z ~ .err jumper

l - Mizzen backstay

CAL 2-46 STANDING RIGGING

SLOOP RIG

5/16" "

7/32" "

5/16"

" "

3/8"

"

7/32"

"

1. ~~ . 1 1/2" M.E. & M.E. ~52'4" M.E. & M.E.

1 x 19 x 22'S 1/2" M.E. & M.E. 19 x 22'9 1/2" M.E. & M.E. ~x-~~~lL~2:"_~M.E. & M.E.

x 19 x 22'7 1/2" M.E. & Fork x 19 x 10'6 1/2" M.E. & M.E.

1 x 19 x 48'9 1/2" M.E. & 5/8" RH Stud

1 x 19 X 53'0" M.E. & 5/8" RH Stud 1 x 19 x 22'S 1/2" M.E. & M.E. 1 x 19 x 23'S 1/2" M.E. &

5/8" RH Stud 1 x 19 x 22'9 1/2" M.E. &

5/8" RH Stud 1 x 19 x 23'2" Fork &

3/8" RH Stud 1 x 19 x 10'11" M.E. &

3/8" RH Stud

CAL 2-46 STANDING RIGGING

KETCH RIG

5/16" " "

3/8"

" " "

5/32"

7/32"

1 x 19 1 x 19 1 x 19

72" M.E. & M.E. 50' 'M.E. & M.E. 2'5 1/2" M.E. & M.E.

22'9 1/2" M.E. & M.E. 22' 1 1/2" M.E. & M.E. 21' 3 1/2" M.E. & Fork

x 10'6 1/2" M.E. & M.E. , 4 1/2" M.E. & M.E.

2" M.E. & M.E. 1 1/2 E. & M.E.

1 x 19 11 1/2" . & 5/16" RH Stud

1 x 19 x 30'6" M.E. & 3/8" RH Stud

- --------------

•

•

HULLS #6 and up

1 Headstay

1 Backstay

2 Main upper 2 Main lower

CAL 2-46 STANDING RIGGING

KETCH RIG

5/16" 1 x

II 1 x

II 1 x 3/8" 1 x

19 X 5/8" 19 X 5/8" 19 x 19 x

Page 2

{,,1(/ M{I,\)i~

~/

48' 9 1/2" M.E. & RH Stud 50' 11" M. E. & RH Stud 22'5 1/2" M.E. & M.E. 23' 5 l/ill M.E. & RH Stud

tf j. Lower " 1 x 5/8 11 19 x 5/8"

22'9 1/2" M.E. & RH Stud

l'-~Sru- 7/32"

2 Intermediates "

2 Mizzen forestay "

2 Mizzen upper "

2 Mizzen lower "

1 Mizzen jumper 5/32"

1 Mi~en backstay 7/32 11

1 x 19 x 23'2" Fork & 3/8" RH Stud

1 x 19 x 10'11" M.E. & 3/8" RH Stud

1 x 19 X 20'1111 M.E. & 3/8" RH Stud

1 x 19 x 29'6" M.E. & 3/8" RH Stud

1 x 19 x 13'8" M.E. & 3/8" RH Stud

1 x 19 x 14' 11 1/211 M.E. & 5/16" RH Stud

1 x 19 x 30'6" M.E. & 3/8" RH Stud

CAL 2-46 RUNNING RIGGING

1 Mainsheet 1 Downhau1 2 Genoa sheet 1 Main halyard 1 Jib halyard (std.)

(RF Jib)

1 Jib halyard tail (std) 1 Outhau1 1 Mizzen halyard

1 boom lift, mizzen 1 boom lift tail, miz.

1/2" X 3/8" x 1/2" x 3/16"

II

"

70' Dacron 10' Dacron 62' Dacron 7 x 19 x 94' w/ 3/8 11 HB shackle 7 x 19 x 48' w/ L228 shackle 7 x 19 x 49'6" with 7/16" x 94'

dac. rope/wire splice tail 7/16 11 x 50' Dacron 1/8" SS wire & 3/8" Dacron 5/32" 7 x 19 X 29'S" thimble &

headboard shackle 1/8" 1 x 19 p1as. x 26' 5/16" x 10' dacron

1 Boom lift, main 1 Boom lift tail, 1 Mizzen staysai1

(optional) 1 Mizzen sheet

•

,

Page 3

CAL 2-46 RUNNING RIGGING

3/16" 1 x 19 p1as. main 3/8" x 15 t Dacron hal

3/8" x 65' Dac wi 2 7/16" x 42' Dacron

x 42'

1/2"

t

(5. & K)

snap shackle

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